Air-brake valve.



WITNESSES:

PATENTED SEPT. 1, 1908.

D. S. AFFLEOK.

AIR BRAKE VALVE.

APPLICATION FILED D30. 6, 1907.

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I DAVID S. AFFLEGK, OF CHICAGO, ILLINOIS AIR-BgRAKE VALVE.

Specification of Letters Patent.

Patented Sept. 1, 1908.

Application filed December 5, 1907. Serial No. 405,208.

T all whom it may concern:

Be it known that I, DAVID S. AFFLnoK, citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and use ful Improvements in Air-Brake Valves, of which the following is a specification.

This invention comprehends certain new and useful improvements in valves forfluid pressure systems, for instance, the air brake systems of railways, whether operated by steam, electricity, or other power, and relates particularly to an improved fluid pressure valve that may be automatically or manually operated and that is designed for use in connection with fluid pressure sys tems generally or with the novel safety a'ppliances for railway block systems for which Letters Patent of the United States were granted to me October 1st, 1907, No. 867,331.

In the above named patent, the car, locomotive, train, or other carrier is equipped with signal and safety appliances, the latter being normally held in running position, preferably by means of a magnet included in a circuit which may either be opened or closed under abnormal conditions, as in the event of impending danger, to effect the automatic actuation of the air brakes in case the signal that is-designed to warn the engineer is unheeded.

The present invention, as above noted, relates more particularly to an improved construction of an automatic valve which is of an electro-pneumatic character and which consists of certain novel constructions, arrangements and combinations of the parts that I shall hereinafter describe and claim.

For a full understanding of the invention, reference is to be had to the following de scription and accompanying drawings, in which:

Figure 1 is a longitudinal vertical sectional view of my improved automatic electropneumatic fluid pressure valve; and, Fig. 2 is a sectional view of a handle which is formed integral with or secured to the end of the solenoid core and which in the drawing should be read as a continuation of Fig. 1.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

My improved fluid pressure valve comprises a cylinder 1 which is formed, preferably at diametrically opposite points either 7 I in or out of longitudinal alinement with each other, with nipples 2 and 3 in which the exhaust pipe 4 and train pipe 5 are respectively designed for connection, the said cylinder being formed with ports 6 and 7 in registry with the respective pipes 4 and 5.

8 designates the main controlling valve which is mounted to reciprocate within the cylinder 1 and which is formed with an end socket 9 receiving the coiled expansion spring 10 which bears against the valve or piston S and which encircles the stem 11 thereof, said stem working through a stufling box or nipple 12 formedon the lower head of the cylinder 1 and into a sleeve 13, which. assists in guiding the stem and which is detachably engaged with the nipple 12, as by screw threads, so that the said sleeve may be removed whenever desired for the purpose of adjusting the piston. The piston 8 is formed with an annular recess 14 intermediate of its ends, as clearly illustrated in the drawings, said recess being always in alinement with one of the ports of the cylinder, so as to bal ance the piston. In. addition to the recess 14, the piston 8 is formed in its upper end with a recess 15.

A supplemental cylinder 16 of relatively smaller diameter than the cylinder 1 in the present instance, is secured to the said 0 linder 1 by corresponding flanges boltec to gether as shown, and said cylinder is formed with an offset enlargement in which a laterally and downwardly extending passage 18 is formed, said passage establishing communication with the chamber Within the supplemental cylinder 16 and the interior of the main cylinder 1 above the main piston 8 and in registry with the recess thereof. A supplemental piston 19 is mounted to reciprocate in the supplemental cylinder 16, controlling the communication between the passage 18 and the port 20 formed in the cylin: der 16 and designed to communicate with the source of fluid pressure supply such as the main reservoir of the air brake system on the locomotive. The supplemental piston 19 is also formedwith an annular balancing recess 21. The piston 19 is ormed with an upwardly projecting stem 22 and an upwardly projecting flange 23 spaced from the stem, and an expansion spring 24 works within the flange 23 with a tension to move the piston 19 downwardly within the cylinder 16. The stem 22 within the cylinder 19 forms the core of an electro-magnet 25, the spool of which is, as shown, formed with an outwardly projecting base flange secured by belts or the like to a corresponding flange 26 on the upper end 01" the cylinder 16, the said bolts also passing through a hood or cover 27 for the electro-magnet or solenoid. The upper end of the stem or core 22 projects outwardly from the cover 27 as indicated. at 28 and is formed with or secured to the handle 29 illustrated. detached in Fig. 2.

30 and 31 designate the terminals of the solenoid 25, said terminals being included in the circuit, the source of supply of which may be a battery in the locomotive cab (not shown), and it is to be understood that the circuit in which the solenoid is included is normally closed, but is automatically short circuited or opened by track devices not disclosed in the present application, but, for instance, similar to those embodied in the prior patent above mentioned, which see.

In the practical operation of my improved electro-pneumatic valve, it is to be understood, as just intimated, that the solenoid 25 is, under normal conditions, energized. This energization of the solenoid. will e'l'l'ect the retraction of the core upwardly within the spool of the solenoid, whereby maintaining the parts in the relative positions illustrated in the drawing, communication between the ports 20 and passage 18 being shut ollj'. But upon the short circuiting of the circuit in which the solenoid is included and the consequent deenergization ol the solenoid, the expansion spring 24 will be free to exert its tension 011 the supplemental piston 19 and force the same downwardly so as toestablish communication, by means of the recess 21, between the port 20 and passage 18. This will manifestly admit main reser voir air through the passage 18 into the main cylinder 1 before the main piston 8 and the latter will be forced downwardly against the tension of its spring 10 so as to establish communication between the ports 7 and 6, and permit the train pipe air to exhaust to the atmosphere and e'l'lect the automatic setting of the brakes.

While I have herein shown and described my improved valve in connection with an air brake system, it is obvious that it may be used in any fluid pressure system, and that the valve of this invention may be used as a substitute for the ordinary engineers valve or in connection therewith.

Having thus described the invention, what is claimed as new is:

1. In a valve of the character described, the combination of a cylinder provided with ports, a piston mounted in said cylinder, means for holding said piston in a position to shut oil communication between said ports, there being provided a passage and another port leading into said cylinder at one end of the piston, the last named port being designed for connection with the source of supply of compressed air, a solenoid, a support therefor, said solenoid being provided with a core, and a piston movable with said core, the last named piston projecting out of the solenoid and provided at its projecting end with a handle whereby the last named piston may be manually operated, such piston being designed to control communication between the last named port and passage, the solenoid. being arranged upon energization to hold the core and piston in one position, and means for automatically moving the piston to another position upon the deenergization of the solenoid, the piston in one position intercepting the last named port and passage, and in the other position establishing communication between the same.

2. In a valve of the character described, the combination of a cylinder provided with ports, a piston mounted in said cylinder, means for holding said piston in a position to shut o'l'l communication between said ports, there being provided a passage and another port leading into said cylinder at one end of the piston, the last named port being designed. for connection with the source of supply-of compressed air, a solenoid, a support therelor, said solenoid being provided with a core and a piston movable with said core, the last named piston being designed to control communication between the last named port and passage, and the solenoid being arranged upon energization to hold the core and piston with the latter intercepting the last named port and passage, and means for automatically moving the piston in a direction to establish communication between said last named port and passage upon the (iconergization of the solenoid.

3. An air brake valve of the character described, comprising a solenoid provided with opposite ports out of alinement with each other, said ports being designed for registry with a train pipe and exhaust pipe, respectively, a main piston mounted in said cylinder and spring pressed to a position to intercept said ports, said piston being provided with an annular recess always in registry with one of said ports, a supplemental cylinder secured to the first named cylinder and formed with a laterally opening port designed for communication with a main reservoir for compressed air, said supplemental cylinder being also formed with a laterally and downwardly extending passage communicating with an end of the first named cylind or and with the interior of the supplemental cylinder below the port therein, a supplemental piston mounted in the supplemental cylinder and formed with an annular recess communicating with said port, a solenoid mounted on said supplemental cylinder, said piston being provided with a stem forming the core of said solenoid, the solenoid being l try with the last named recess of the piston,

arranged, upon energization to hold the sup plemental piston'in a position to intercept the port and passage in the supplemental cylinder, and means for automatically moving said supplemental piston to a position where its recess will establish communication between the port and passage of the supplemental cylinder, upon the deenergization of the solenoid.

4-. An air brake valve of the character de scribed, comprising a main cylinder provided with ports out of alinement with each other, a main piston mounted in said cylinder and spring pressed in a direction to intercept said ports, said piston being provided with an annular recess in communication with one of said ports and being also formed in one end with another recess, a supplemental cylinder secured to the main cylinder and formed with a laterally and downwardly extending passage opening into the main cylinder in regissaid supplemental cylinder being also forme with a laterally opening port for the purpose specified, a solenoid secured to said supplemental cylinder, a piston mounted in said supplemental cylinder, said piston being formed with a stem constituting the core of the solenoid, the latter being arranged under one condition to hold the piston in a position to cut oil communication between the port and passage in the supplemental cylinder, and means for automatically moving said piston in a direction to establish communication between said port and passage, in another condition of the solenoid.

In testimony whereof I aflix my signature in presence of two Witnesses.

DAVID S. AFFLECK.

Witnesses ARTHUR CoNonR, JOHN F. KLATT. 

